Adjustable partition for cars and the like



Oct. 10, 1944. J WIEDEN ADJUSTABLE PARTITION FOR CARS AND THE LIKE Filed Aug. 26, 1941 6 Sheets-Sheet l 1944- H. J. WIEDEN ADJUSTABLE PARTITION FOR CARS AND THE LIKE 1941 6 Sheets-Sheet 2 Jferfier Oct. 10, 1944. H, W|EDEN ADJUSTABLE PARTITION FOR CARS AND THE LIKE Filed Aug. 26, 1941 6 Sheets-Sheet 3 .liZWfZIZZUI' laden.

Oct. 10, 1944. H. J. WIEDEN ADJUSTABLE PARTITION FOR CARS AND THE LIKE Filed Aug. 26, 1941 6 Sheets-Sheet 4 721169221]? Wzeakn.

' fluw s v Oct. 10, 1944. H. J. WIE DEN 2,360,029

ADJUSTABLE PARTITION FOR CARS AND THE LIKE Filed Aug. 26, 1941 6 Sheets-Sheet s Oct. 10, 1944, H. .1. WIEDEN ADJUSTABLE PARTITION FOR CARS AND THE LIKE 6 Sheets-Sheet 6 Filed Aug. 26, 1941 [FF] IIIIII Patented a. 10, 1944 T T OFFICE ADJUSTABLE PARTITION FOB CARS ANDTHE LIKE Herbert J. Wiede'n, Los Angeles, Calif., assignor to Preeo Incorporated, a corporation of California Application August 26, 1941, Serial No. 408,294

30 Claims.

Thisfiuvention has to do with movable and adjustably settable dividing walls ofta type useful for certain purposes particularly in railway cars. Such movably settable walls may be used for 1 instance as movable bulkheads to form collapsible ice bunkers, for separating or dividing the ice load from the lading, or may be used for an other similar purpose. They are also useful as movably settable load dividers, performing the function of an adjustably settable wall for holding a partial car load in place. Many if notall of the features of the present invention are of general application and utility and may be used for any of the purposes, in any space enclosing structure, to which a movably settable wall is adapted. However in their present preferred design the deviceswhich will be described in the following specification have been designedparticularly for use as load divide s and so, but without limitation, the devices an be described in their uses as load dividers.

Load dividers are generally used in the manner now briefly described.

They are usually of such size that when placed crosswise of a car they will substantially 1111 the cross section of the car interior, and they are usually mounted in such manner that they may be moved endwise of the car and secured in various positions. One or more such load dividers may be used, and where two are used the desirable movements and settings are somewhat as follows:

When not in use they may be moved longitudinally to positions against the end walls or the ice bunker bulkheads; or it has been proposed to swing them up to positions under the car roof. The general purpose of load dividers is to permit partial unloading of less than car load lots at small markets, with a'conv'enient means for'properly bracing the remainder of the load. In loading a car, using two load dividers, the dividers are usually first placed temporarily in one end of the car. A part load is then loaded into the other end of the car until say a quarter load is placed. One of the dividers is then moved against or adjacent that partial load and secured in position by some securing means. The other divider is then moved into the loaded end of the car, and the other end of the car then loaded with a partial load; and the second divider is then moved and set against or adjacent-that partial load.

If the central part of the car is to be fully loaded it is still desirable to secure the dividers in place against the two and loads, so that the central load is not relied upon to brace the whole the invention will load. The present invention, among other things,

provides a divider structure which can be forced with one face against an end load and does not present any projections on its other face to interfere with the central load. As far as known,

other dividers have not provided practicable means or arrangements for doing that; and thus have usually been forcibly secured against the and loads only when there is no center load present.

In the usual use of load dividers the central load, if present, will be the load to be unloaded first; the dividers then being secured against or adjacent the two end loads to brace them in position. Thenat subsequent unloadings the two end loads may be removed one after the other I by moving the dividers first to one end of the car ing and for securing load dividers have been proposed; but for one reason or another no known load divider has been fully satisfactory in practical use. In some cases the mounting or support has been such that longitudinalthrusts have not been satisfactorily transmitted between the load divider and the body or frame of the car. In many cases the securing means for the divider has not been satisfactory, and in many proposed dividers the securing means has materially interferred with the load. And in most of the known dividers, no provision is made for forcing the divider against the load.

It is a general object of this invention to provide a load divider structure, together with a system of support and securing, which will overcome the objections to previous load dividers, which involves simple and easily operated devices, and which is provided with an eflicient means of securing it and setting or-forcing it against 0 is of such a nature as to lie at all timesbetween' 5 1 it does not interfere with the load.

the two opposite faces of the divider frame where ,The general nature of the invention will be best understood from the following detailed description of preferred forms of the divider, its

securing and clamping means, and its suspension Fig. is a fragmentary'bottom plan of the rail and trackage system adjacent the car roof;

Fig. 6 is a plan diagram illustrating different in'to the frame member may be any' structural form which is desired for load bracing and holding. j

The preferred supporting and operating typical positions in which the load dividers may be placed;

Fig. 7 is an enlarged top plan of the central. portions of the track and rail system shown in Fig. 5, showing the turn-table structure which is located at the intersection of the longitudinal and transverse tracks; N

Fig. 8 is a section taken as indicated by l ne I 8-8 on Fig. 7;

Fig. 9 is a section taken as indicated by line- 9-9 onFig.7; i

Fig. 10 is a fragmentary longitudinal vertical central section of a typical ca'r structure showing how the upper suspension rails and the lower securing rails are structurally tied into the car structure;

Fig. 11 is a fragmentary plan on line |l|l of Fig. 10; I

Fig. 12 is an elevation, transversely across the car showing a modified form of load divider structure; I

Fig. 13 is an enlarged fragmentary section on line l3-l3ofFig.l2;

Figs. 14 and 15 are respectively similar sections on lines 14-! and l5--l5 of Fig. 12.

In the preferred form of load divider shown in Figs. 1 to 4 the main frame of the divider is made up of top and bottom transverse frame elements 2| and 22. and spaced vertical members 23 and 23a. All of these frame members may constructed of channel or other st'eel'rorms and tied together in any suitable manner, as by welding. The preference however is to' use steel for members 2|, 22 and the two central uprights 23a,

and to use wood for uprights 23L Theoute'rmost uprights 23 are tied to 2 l and 22' at the corners by brackets 23b, and spacer blocks 23c andtie bolts 23d space and hold the other uprights. Generally, the whole frame of the divider is constructed so as to have ample rigidity and at the same time to'be of small weight, and of an open construction so as not to interfere with circulation in refrigv erator cars and the like. The frame may be made interior from another.

function ofthe device is that of bracing or hold- The other plate 28 is merely a confining plate. At the upper center of the divider, aboveupper horizontal frame member 2|, a box-like structure is welded to the frame. This structure includes reenforcing gussets 29, a heavy thrust plate 30 and a lighter confining plate II.

I The frame structure just-described is one which is capable of forming a wall or partition across a whole car interior, to divide one part 'of the However, as the general ing a partial car-load, the form and structure of mechanism which is shown in the form of divider illustrated in Figs. 1 to 4, comprises a mechanism or device which not only affords support for the divider when it is moved from place of solid or of solid surfaced construction wherever a solid partitionis desired,as in a bulkhead for an ice bunker.

At the central bottom portion of the divider frame certain stiffening gusset plates 25' are welded into the structure as indicated, and similar plates 26 are welded into the upper parts of the structure. 'At the bottom of the structure, be-

to place, but also aifords means for forcibly clamping the divider against the load." These illustrations also show another preferred'feature, which is that of allowing'the divider to be swung or swivelledaround toany desired" angular position, either when it is lifted for moving, or when it is clamped in place.

The variant form. of divider shown in Figs. 12

and following, embodies some variations from space when the divider is forced against the load.-

as well as when the divider is not in use.

In the form shown in Figs. 1 to 4, the divider s hung on a rail 35 which performs both the functions of a guiding and supporting track and also of an end-thrust rail. The manner in which this rail is mounted under the car roof structure, in directions and extents, will be described later. For the instant purpose of describing the divider itself, it is only necessary that rail 35 be understood to extend longitudinally under the roof structure 36 ofthe car. i

, As shown in these figures, rail 35 is preferably made up .of two inwardly facing channels 31 whose lower flanges 38 afford tracks for the wheels 39 of a supporting trolley. This trolley. has 'a body 40 on which wheels 39 are journalled, and

structure .is such that swivel trunnion 42 may.

swing about its vertical aids; and also such that the swivel trunnion is not confined too' closely to a vertical axis. The trunnion engages the wall of bore 4| only at its enlarged lower portion 42a, and cross-pin 43 is formed so that the trunnion may. limitedly tilt from its 'vertical axis i any direction with relation to trolley body 40.

Swivel trunnion 42 is formed on the upper end of a block 50 which has a transverse screwthreaded bore 5 i. A transverse settingor clamping screw 52 fits the threaded bore and at one end bears on thrust bearing 53 which in tum'bears against the heavy thrust plate 30.. The other end of clamp screw 52 is confined endwise by plate 3 I, a vertically elongated slot 3 la providing assesseengages a stirrupll mounted on the upper end nvemeni access tothe wrenchfsocketu ln the end of screw 52. As will' besseen. 'the divider. moves vertically, as well as transversely,

with relation to the parts just described, and the vertlcallyelongated slot flu provides for access to the clamp screw in any position-of the'divider frame. Thrust-bearing 53 isnot secured tothrust plate 35, but merely confined against-plate a by screw 52 which is confined endwise by'plate ".3 'Thus, the divider frame may-move vertically with reference to thrust bearing 53'." a Swivel trunnion 42 and block 40 form the up per portions of a vertically eirtending arrli 15 which functions both as a siipport for the ,di-' vider frame and as one member (a thrust-trans mittingmember) of the clampingmechanis'm through which the divider frame is Sci. or'forci bly clamped against 'theload. The remainder of this arm, which is swingingly and slidably pivoted to the divider frame, is formed by a tube 55.

which extends down in the divider frame and carries at its lower end a transverse pin 56 which plays in vertical slots 5'! in the two adjacentvertical frame members 23a'jof the divider frame. The arm'l5 and th trolley may together'be I viewed as a composite member supporting the pin 81 may be dropped. a

The abutment pin 61 is preferably secured, as

bywelding, across the lower end of the lower block member 68 of a lower clamping arm 16 whose main and upper portion is formed. of a tubular member 69 similar to member 55 of-the upper clamping lever. The lower end of block '58 is narrowed, as indicated at 68a in Fig- 1, so that it enters between the two spaced plates 62 of rail 60 abutment pin 61 projecting at opposite sides of the lower end of block 68 to enternotches 68. The upper end of tubular member 69 carries .a transverse pivot pin In which plays in vertical slots ll in the two adjacent vertical. frame members 23a. Block 68 carries a setting or clamping screw 12 which bears at one end against the thrust bearing 13 which rides against thrust -plate,2'l: theclamping screw 12 being confined longitudinally by plate 28 which has a vertically elongate slot 28a for convenience of access to the wrench socket I4 of screw 12.

Where the arms 15 and 16 pass through the webs of channels 2| and 22, the webs are slotted at Ma. and 22a.- The slots guide the arms in their .movements transversely of: the frame. These slots need not be closely fitting on the The two adjacent ends of the upper and lower arms 15 and 16, are interconnected by a device whose function is to move the two arms vertically with reference to each other; more specifically to raise and lower th'e lower arm with reference to the uper one. This device is" shown in the form of a quick operating linkage. which embodies a lever element-TI pivoted at 18 to upper clamping arm l5v and a link I9 whichis pivoted :at its upper end 80. to lever element 11 and which of lower clamping arm I5. The leveryelement H has an extending handle 82 screw-threaded at 83 into lever element 11, so that the position ofshoulder 84 on-the handle may be adjusted with reference to pivot l8. when the parts are in the position shown in Fig. '2 shoulder 84 lies over the upper end of stirrup 8| so that lower arm "is held down and its lower end is prevented from accidentally rising out of engagement witlower rail 60." In the position of Fig. 4 the handle 8; has been thrown to its uppermost position. When this is done link 19 is raised and first engages the upper end of stirrup 8|.- Further upward'motion of link 18 then raises lower arm 16 until its pin 10 comes up against the upper end of slots H. In this relative position, the lower end of clamping arm 18 is substantially flush with, or slightly above, the lower edge surface ter with reference tolever, pivot 18, and thewhole load divideigframe is then supported entirelyron the supporting trolley through the medium of swivel trunnion 42. Then the divider may be moved along the upper track 35 to any.

desired position in the car, and it may be'turned on the swivel axis to any desired orientation in the car.

Through these descriptions of the present invention, the invention is shown'as applied to a car which has a lading rack spaced over the car floor proper. The invention is illustrated in that application in order to show how r; various parts are applied to cars of the type having-'lading racks, and, further in .order to show how provision is made in the rail and track arrangements to accommodate an air impeller such as is used for air circulation in refrigerator cars. However, in the broader aspects of the invention, the lading rack which is here illustrated may be regarded as the car floor. invention may be applied to a car floor without a-lading rack as well as to one with a lading rack, and the lading rack may be looked at as a part of the car floor structure. In any case,

tion and clamped against a load, it is moved to the desired position by running it along upper rail 35, and a transverse abutment pin is inserted in a selected pair of holes ill in the two :upper rail members 31. The trolley body 40 is then moved up against pin 90; the body being provided at its ends with-abutment pieces 40a which project laterally so as to contact pin-90 at points close to rail members 31. In this position of the parts, when the divider frame is then lowered by lowering handle 82, the lower abutment pin 61 is directly over and will enter a pair of notches 66 in lower rail .60, the lower edge of the divider frame being meantime lowered onto th upper edge of the rail and onto the car floor.

ported on the car floor. Then operation of clamping screws 52 and 12 will set and force the left- The present hand face of the divider up against the load with any desired pressure.

ment pieces 40a and pin 90 are in substantial horizontal alinement; to avoid a couple in the body "40 of the trolley when transverse loads are applied to the divider.

The longitudinal spacing of holes 9| in the upper rail 35, and of notches 66 in lower rail 60, are equal; and that spacing is less than the range of clamping movement which is effected by the clamping screws 52 and 12. Thus the divider is in effect adjustable to an infinite number of positions along the rails.

Fig. 6 is a diagram showing various typical positions into which the load dividers may be placed. Positions A show typical positions for or against bulkheads I00. It. may be remarked that although the ice bunker bulkheads may be broadly regarded as the end walls of the car, those end walls are here shown as bunker bulkheads so that the application of the rails and tracks to that type of car may be illustrated and described. Positions B illustrate how the dividers may be placed against the end walls or bulkagainst each bulkhead; but both can be placed against or adjacent either bulkhead. Positions C show how the dividers may be placed against or just inside either car door D. The rail and trackdividers in any of these positions, and for transferring longitudinal thrusts between the dividers and the car framing will now be described.

In Fig. 5, a bottom plan of the rail arrangement under the car roof shows the general preferred trackage arrangement and also shows one arrangement for transferring thrusts between the longitudinal rail and the carbody structure. In this figure the longitudinal rail is generally designated 35. The members 31 of the longitudinal rail are stiff enough to be more or less self-supporting when supported at the ends; but the rail is occasionally secured to the car roof structure 36 by lag bolts or other bolting means, such as indicated at I05. These bolts engage small plates I06 which extend between and are welded to the inner edges of upper flanges 38a.of channel membars 31. Figures 2 and 3 show the structure more clearly.

As illustrated in Fig. 5 the longitudinal rail 35 may be continued to the end wall structure I01 of the car and there secured, as ind cated at I08, to the end frame structure of the car. The longitudinal rail being thus secured at both ends, longitudinal stresses are thus transferred both in compression and tension between the load divider and the car structure Fig. 5 shows upper rail 35 extending and secured to the end wall structure, passing through or over the ice bunker bulkhead I if there is such a bulkhead in the car. In addition to being structurally secured to the car at the ends, the central rail may also be provided with diagonal tension members I I0, connected to the rail as at III and connected as at II3 to the side frame structure II2 of the car.

A cross rail ortrack 35a is also provided for transport of the load dividers to and from the tions indicated at C in Fig. 6. The outer ends ese transverse rails 35a. are secured, as at to the longitudinal side framing of the car the car doors D.. At the central point of Ion of the longitudinal rail 35 and'trans- 35a a turntable structure H is prefer- It will be noted that head portion 42a, abut- I holding end loads against the end wall of the car a heads- They are here shown. in position one.

age arrangement for facilitating placement of the I of the car structure, as shown in Fig. 10. Herev the end of rail 35 is shown as being structurally connected to a transverse frame member, generally designated I20. This transverse frame member I20 1 one which typically lies over the ice bunker bulkhead I00 and forms a part of the car frame structure which supports the bulkhead and transmits any end thrusts to which the latter is subjected. Typically the frame member I20 may be comprised of a pair of members HI and I22, formed in angular cross section and associated with wooden beam members I23 and I24, The end of rail-35 may be secured to the members I and I22 by such a bracket and bolting structure as is illustrated at I25, Fig. 10 showing such structure as it appears on the near channel 31 of rail 35, it being understood that the far channel is similarly equipped. Describing only that Part of the structure which isshown on thenear channel, bracket I26 is secured, as by welding, to said channel. The horizontal leg of bracket I is bolted to the horizontal leg of angle Ia, while the vertical leg of the latter is bolted at I21 to the downwardly extending flanges I2Ia and I221: of members I2I and I22; the flanges being those which take between them the upper and bulkhead I00.

' Figs. 10 and 11 also show a typical preferred arrangement for structurally tying the ends of lower rail 60 into the car frame structure; and they also show an arrangement which accommodates not only the lading rack but also an air impeller of the general type and placement which is disclosed in the Van Dorn Patent No. 2,214,210, issued September 10, 1940, and in the copending application of Herbert J. Wieden, 'Ser. No. 390,548,

filed April 26, 1941; The general outline and position of such an air impeller is indicated at I30 in Fig. 10; it lies below the level of the lading rack and extends transversely across the car at a point adjacent but preferably spaced somewhat from the bunker bulkhead I00. Between air impeller I30 and the bulkhead it is preferred to use sections of lading rack, as illustrated at I3I, separate from the sections of'lading rack 65 which occupy the major portion of the car. It will be understood that sections of the lading rack are usually hinged at their longitudinal outer edges, as indicated at I32 in Fig. 1, so that the lading rack may be raised against the side walls; and the longitudinal lower rail 00 is accommodated in the space between the adjacent inner edges of the lading rack sections. The two smaller lading rack sections I 3| are also preferably arranged in the same manner.

The typical car structure shown in Figs.- 10 and 11 has a framing including a cross beam element I35, which includes certain steel structural members such as illustrated at I36 and I31. The member I35 is connected directly to structural plate I38 which-is typically the plate that is connected directly to the car bolster. It is through plate I38 and the structural member I35 that longitudinal thrusts are transmitted, and consequentl the structural member I35 is usually joined into the frame structure of the the turntable track are shown at I66.

-a, seo,oae

flanges I66a of the turntable channels I66. On

the car floor structure I, with one end under the end of rail 66 just beyond impeller unit I30, and with its other, end welded to a gusset plate I42 which is secured by bolts I42a or otherwise to the structural member I35. This transverse structural member I35 is also typically the one which supports and takes end thrust from the lower edge of bunker bulkhead I00, through the medium of the brackets shown at I43. And gusset plate I42 may be laid'over the feet of brackets I43, as indicated.

The end of plate I40 which lies under the end of rail 60 is secured to the rail by angle brackets I45 which may be welded and bolted't'o the rail members 62 and 63, and welded to plate I40, And the angle brackets and-plate I40 may be held down to the floor by lag screws I46 or similar means. 1

It will be understood that in cars which are not equipped with such an air impeller unit as shown at I30 the lower longitudinal rail 60 may be continued on, either to the end wall of the car or to the bunker bulkhead I and there directly structurally connected with such a frame member as I35. In that case, the connection of the rail with I35 will provide for thrust transmission both in tension and compression. However, in the illustrated arrangement, provisionis made only for thrust transmission in tension to both ends of longitudinal rail 60..

To facilitate placement and clamping of the load divider against bulkhead I00 (or, in effect, against the end wall of the car) a bracket such as shown at I50 is welded to gusset plate I4I.

' This bracket has its upper end about flush with the upper surface of the ladlng rack and has a notch I5I in its upper end to.'accommodate thrust pin 61 of the divider structure. Upper rail 35 extends clear to the end of the car or to bulkhead I00 and its series of pin holes 9I extend to locations which will take the upper thrust pin 90 when the divider is to be clamped against the car end or bulkhead. v

Referring now to Figs. '1, 8 and 9, the central portions of the longitudinal rail 35 are shown, and also the central portions of the transverse rail 35a. The structure of the transverse rail or rails is substantially the same as that of the longitudinal rail. The transverse rails, like the longitudinal rails, lie up against the ceiling of the car, and the ceiling is cut away along the dotdash line indicated I60 in Fig. 7 to provide an upwardly extending recess for the upwardly extending parts of the turntable structure. In

. Figs. 8 and 9 the ceiling is indicated at IN and the cut-away of the ceiling is indicated by the numeral I60. In these vviews the individual -channel members of the longitudinal rail are designated 31, and the corresponding individual channel members of the transverse rail are designated 31a, The securings for the ends of the transverse rail to the side wall structure of the .car are designated II4 as in Fig. 5.

these webs I61 and also on flanges 166a an upwardly extending cylindric sleeve I68 is welded, and a disk I68 is welded across the upper interior of sleeve I68. The supporting pivot bolt I10 extends down through disk I69. and has its ,nut I1I below disk I69, washers I12 being interposed. The head of bolt I10 rests upon and is preferably welded to upper horizontal part I13 of a stirrup which has depending legs I14 at its ends. These stirrup legs I14 rest upon th upper surface of a horizontal plate I15 which has a substantially square aperture I16 through it. The length of the stirrup is long enough to span the aperture but the width of the stirrup is narrower than the aperture so that the stirrup can be removed downwardly through the aperture by tilting, after the tumtable members I66 have been removed downwardly when nut I" is removed. Welded lugs I11'serve to position the sets of rail members 311;, above the level of their I upper edges. Below the level of the upper edges of 31a the two plates I18 are cut out so as to form the transverse openings which accommodate turntable members I66 when they are in the positions shown in Fig. 7. Vertical plates I80 and I8I form a similar reenforcing and interconnecting structure between the longitudinal rail members 31, except that plates I80 and I8I are not initially integral plates but are made so in eifect by being welded at their edges, at I82, to the plates I18. Plates I80 are preferably not welded to longitudinal rail members 31, but are preferably connected to them by fastenings I stood how the trolley of either divider can be At their inner ends, symmetrically about the transferred between the longitudinal and transverse tracks, to facilitate movement of the dividers to and from positions against the car doors. The track members of the turntable are of course long enough to. accommodate-the trolley.

Figs. 12 to 15 show a modified structure of the load divider itself and modified track and thrust rail structures. The general arrangement of the track and of the thrust rails, and their interconnection with thestructure of the car frame may be the same as the arrangements and interconnections before described. It is s only the particular track and rail structure and track previously described. The swivel trunnion 205 of this trolley is'adiustably threaded into a sleeve 20! which is pivoted .at its lower end at 201 to a hanger member 2". Hanger member 208 is pivoted at- 209 to a pair of frame brackets 2", and an operating handle 2 depends from hanger 208 when the' hanger is in its normal position shown in full lines Figs. 12 and '13. This is the position in which the divider frame is lowened to rest on the car floor or the lading rack. By throwing the handle to the'dotted line position of Fig, 13, pivot 201 is .thrown over center with'relation to pivot land the whole divider frame is raised to a position of! the car'floor and is then suspended solely from the' trolley for handle 2 in its normal position, it lies entirely between the two opposite facesof the divider.

In this form of divider. structure thesupportfromplaceto place is separate from the upper thrust rail or rails; and also in this form 'of divider two upper thrust rails are illustrated, and one lower thrust rail. The upper thrust rails H5 and lower rail 2H5 are shown as embodying flanged side plates 21! which are-secured respectively to the ceiling and floor, and apertured face plates 2l8 welded to the side plates. Apertures M9 in these face plates arelongitudinally spaced-by distances less than the effective clamping range of the clamp screws; Fig. 14 shows the structure of the upper end of thelower clamping lever 220, and;Fig. 15 shows the structure at its lower end. The-upper end-of lever 220 has a cylindric portion 22L which extends loosely through a horizontal plate 222 which is mounted between the two vertical members 202a. Aqtransverse pin 223 prevents the upper end of the lever from dropping entirely away from plate 222. 1 When the clamping. lever-is in use its lower end 220:; is placed in the relative position shown in Fig. 15 outside one face of the divider frame, the projecting pin 224 on the lower end of the lever is engaged in an appropriate hole 2H, and clamping screw 25, which is-threaded through a against-the side or flange oflower horizontal frame member That flange "may be reenforced with a welded plate-20in: When the clamping lever is in use-to force "the divider fram'e against aload, ahandled pivot pin 22'! is run transversely through pivot brackets 228 and througha pivot bore 229 in the upper part of lever220to form a .pivot "for the lever 'and to prevent it from rising away from the lower rail 6. I. 3

The "two clamping levers 230 which engage the two upper'thrust rails 2|! are of the same structure and-arrangement asdescribed for clamping lever 22ll,'-except that levers 230 arerelatively inverted. The upper levers need no' further description and have the same numerals applied to their parts. Two'chains 2M are loosely attached touprights 202 to prevent the upper ends of levers 23l'from ramn 'out ofsubstantially vertical position when'their upper ends are moved downwardly to disengage from the thrust rails. Torelease thisform of divider,- the clamping Screws are backed off by operation of their es 232, and pivot pins 22'l are-removed. lower lever may then be lifted and its planed inside the channel member M rms'the lower horizontal frame mem- -may be "placed within-the space bemovement-between positions in the -car.' With ing track on which the divider is transported block 228 in the lower-end of the lever, is-forcede upper levers may then be loweredtwo opposite faces of the divider a'soopao home. To get everything within the space defined by those two faces, the three levers may be turned through 90' about their longitudinal axes so that the clamping screws then lie in planes parallel to the faces of the divider and will thus he in the spacebetween those two faces.

In the last described form of divider the clamping arrangements project beyond one face of the divider frame when in use, and when inside the frame are not usable for clamping. The

divider may be stored against the car end wall or bulkhead or door in a minimum space, and any suitablesecuring means maybe used for holding it in place. When this divider is placed between two loads, its clamping means may either be used and one load arranged to accommodate, or the clamping means may be placed out of use inthe frame and the divider held in place by the loads. When one load is removed then the frame may be clamped against the other.

The first described form of divider has the advantage that its clamping apparatus is always wholly within the frame, whether inuse or not; so that the divider always occupies the minimum space, even when clamped against a load.

In both forms of divider, the frame is so mounted that it may be adjusted or may adjust itself .to diagonal positions when it is forced against a load which does notpresent face square across the car. In Fig. 12 the central hanger is swivelled, and the central lower rail engagement at the pin 224 is of a swivelling nature; so that the frame may be put into diagonal positions by appropriate settings f the upper pins 224 in their rails and appropriate manipulations of the upper .clamp screws 225.

In Figs. 1-4, the upper support and clampin means contains the swivel at trunnion 42 on the central axis of the frame. The lower clamping .means, also on the central axis, preferably has enough iooseness of engagement with the lower rail and the frame to allow a desired amount of swivelling action-abutment pin 61 need not fit notches .66 closely, and cross-pin I0 preferably does not fit slots ll closely. Clamp screw I2v need not fittightly endwise between plates 21 and 28. Thus a swivelling action to the desired extent may be allowed in connection with the lower arm 16 without the necessity of incorporating a swivel structure in the arm itself. ,As a result, frame 23 will accommodate itself to load faces which are not square across the car, -And it is apparent from the previous descriptions of both divider forms that they may be adjusted to positions against a load face which is not vertical.

I claim:

1. In. car-interior partitioning and like systems which include a supporting track aillxed to a car structure and a frame adapted to be supported onthe track and having a load 'contacting face; the improvement in supporting and r \securing means for the frame, which includes the combination of supporting means comprising a supporting member movable along the track and a'supporting and thrust transmitting member mounted on the frame, movable with relation thereto in a direction transverse of the plane of the frame and connected with the supporting member to support the frame therefrom, means in association with the track forming a thrust taking abutment for the supporting means, and means associated with the thrust transmitting member and the frame operative to adjustably set the frame relative to the said member in a direction transverse of the plane D of the frame.

2. Improvements in car-interior partitioning and like systems asv specified in claim 1, further characterized by the connection between the thrust transmitting member and the supporting member being in the nature of'a swivel.

3. Improvements in car-interior partitioning and like systems as specified in claim 1, further characterized by the thrust transmitting member being also movable with relation to the frame in a vertical direction, and there being means associated with said member and the frame for moving them relatively vertically.

4. Improvements in car-interior partitionin and like systems as specified in claim 1, further characterized by the supporting track being arranged'overhead under the car roof and the connection of the thrust transmitting member to the supporting member lying in a central 'vertical axis of the frame, so that the frame may be suspended solely from the supporting member. I

Improvements in car-interior partitioning and like systems as specified in claim 1, furciated with the frame and the two thrust transmitting members operative to forcibly move the frame relative to said members in a horizontal direction transverse of the plane of the frame.

, 8. Improvements in car-interior partitioning and like systems as specified in claim 7; further characterized by the two thrust transmittingmembers being in the form of vertical arms, the

upper arm being connected at its upper'end to the supporting member and extending downsaid forcing means being, applied to the respec- V tive upper and lower free ends of the arms.

9. In car-interior partitioning, and like systems which include a supporting trackamxed to a car structure and a frame-supported on the track and having a load contacting face; the imther characterized by the thrust transmitting arranged overhead under the car roof, the thrust transmitting member being in the form of a vertical arm lying substantially in,the plane of the frame and with its upper end connected with the supporting member, the lower end of the arm lying within the frame and pivotally'and slidably connected thereto, and there being means associated with the arm and frame for moving them relativelyvertically.

7. In car-interior partitioning and like systems which include an overhead supporting track under the car roof and a frame adapted to be supported from the track and having a load contacting face; the improvement in supporting and securing means for the frame, which includes the combination of supporting means comprising a supporting member movable along the track and an upper supporting and thrust transmitting member mounted on the frame movable with relation thereto in a vertical direction I and in a direction transverse of the plane of the frame and connected with the supporting memher ,to support the frame therefrom, means in association with the track forming a horizontal thrust taking abutment for the supporting means, means forming anabutment to take horizontal' thrust at the floor of the car, a lower thrust transmitting member mounted on the frame movable with relation thereto in a vertical direction and in a direction transverse of the plane of the frame and having a formation adapted to engage the thrust taking formation at the car floor when the member is lowered with relation to the frame, the upward vertical movement of the lower thrust transmitting memher with relation to the frame being limited,

means for raising the lower member with relation to the upper thrust transmitting member and thereby raising the frame, and means assoprovement in securing means for the frame which includes a plurality of end thrust rails mounted in the car structure and structurally connected to the thrust transmitting structure of the car, a plurality of thrust transmitting arms mounted on the frame and lying substantially in its plane with their outer ends substantially at the periphery of the frame and their inner ends within the frame, the inner ends being slidably and pivotally connected to the frame so that the arms may be moved longitudinally of themselves and their outer ends may be moved transversely of the plane of the frame, cooperating means on the rails and the outer ends of the arms adapted to transmit thrust between the rails and arms, said means being engageable and disengageable by movement of the arms longitudinal of themselves, and forcing means associated with the outer ends of the arms and the frame whereby the. frame may be forcibly moved relative to the outer ends of the arms in a direction transverse of'the plane of the frame.

10. In car-interior partitioning and like sysfrom the track, the track being equipped with abutment forming means which limits the movement of the support on the track, the frame being movable relative to the support in a direction transverse of the frame. and adjustable setting means engageable with the support and the frame and acting to set the support in adjusted transverse position relative to the frame.

11. In car-interior partitioning and like systems which include an overhead supporting track under the car roof and a frame adapted to be supported from the track; the improvement in supporting and securing means for the frame which includes the combination of, a supporting means comprising a supporting traveller movable along the track and an upper supporting member mounted on the frame to move vertically with relation to the frame and supportingly connected with the traveller, the frame at its lower edgehaving thrust transmitting-means engageable and disengageable, by respective downward and upward movements, with a formation fixed with respect to the car body and adapted to take horizontal thrust, and means associated with the upper supporting member and the upper supporting member and for raising the thrust transmitting means out of thrust engagement with the fixed thrust formation.

12. Improvements in car-interior partitioning and like systems as specified in claim 11, further characterized by horizontal-thrust taking means associated with the track and the supporting means.

13. Improvements in car-interior partitioning and like systems as specified in claim 11, further characterized by there being a swivel in the connection between the upper supporting member and the traveller, located on the central vertical axis of the frame, and by the lower thrust transmitting means being also located on said vertical central axis. 2 v

14. Improvements in car-interior partitioning and like systems as specified in claim 11, further means being a member which is limitedly vertically-movable with relation to the frame, and the frame raising means being applied directly between the upper supporting member and the lower thrust transmitting member to first raise the lower member to the upward limit of its movement on the frame and then to raise the frame.

15.'Improvements in car-interior partitioning and like systems as specified in claim 11 and in which the wall forming frame has two opposite load engaging faces; further characterized by the upper supporting member and the frame raising means having positions, when the frame is lowered, entirely-between the planes of the frame faces.

16. Improvements in car-interior partitioning and like systems as specified in claim 11, further characterized by the upper supporting member frame.

17. In car-interior partitions and the like which include a frame adapted to be placed across a car and having a load contacting face; the improvement which includes a thrust transmitting arm whose length extends in a direction substantially parallel to the frame face with its outer end in the vicinity of an outer edge of the frame, the

inward of-its outer end, by a sliding pivotal connection, so that the arm may be moved longitu'dinally in a direction substantially parallel to the frame face to exitend its outer end beyond the edge of the frame, and so that the outer end of the arm may also be moved transversely of the frame face; the outer end of the arm being provided with means for engaging thrust formations which are fixedwith respect to the car body; and adjustable'setting means engageable with the thrust transmitting arm and the frame and acting to set the thrust transmitting-arm in adjusted transverse position relative to the frame.

18. In car-interior partitions and the likewhich include a frame adapted to be placed across a car and having a load contacting face; the improve- Inent in securing means for the frame which in- .frame, movable with relation to the frame direction transverse of the plane of the frame, movable with relation to the frame in tion of the plane of the frame, and the mitting member being provided with nsible outside an outer edge of the adapted to engage thrust formations frame for raising the frame with relation to the characterized by the lower thrust transmitting being in the form of a vertical arm with its lower end slidably and pivotally connected with the am being connected with the frame, at a point r eludes a thrust transmitting member mounted on which are fixed with respect to the car body, and

adjustable setting means engageable with the thrust transmitting member and the frame and acting to set the thrust transmitting member in adjusted transverse position relative to the frame.

l9. Improvements in car-interior partitions and the like as specified in claim 18, further characterized by the adjustable setting means including means for forcibly adjusting the relative transverse position of the frame and thrust transmitting-member.

20. Improvements in car-interior partitions and the like as specified in claim 18, further characterized by the transversely movable thrusttransmitting member being in the form of an arm with its thrust engaging means on an outer end and with an inner end within the frame and pivotally connected thereto.

21. Improvements in car-interior partitions and the like as specified in claim 18, further characterized by the thrust transmitting member being .in the form of an arm which lies in a position substantially parallel to the plane of the frame, the arm having an inner end slidably and pivotally connected to the frame and having anouter end extensible beyond an outer edge of the frame.

22; Improvements in car-interior'partitions and the like as specified in claim 18, further characterized by the thrust transmitting member being in the form of an arm which lies in a position substantially parallel to the plane of the frame, thearm having an inner end slidably and pivotally-connected to the frame and having an outer end extensible beyond an outer edge of the frame, and the adjustable setting means including means applied to the arm near its outer end for forcibly adjusting the relative transverse position of the outer arm end and the frame:

23. Improvements in car-interior partitions and the i like as specified in claim 18, further characterized by the thrust transmitting member being in the form of an arm which lies at all times wholly between the spaced load contacting faces of the frame, the arm having an inner end slidably and pivotally connected with the frame, its outer end being provided with the thrust formation engagingmeans and being extensible beyond an outer edge of the frame, the frame having a thrust plate at one of its faces near the frame edge, and the means for-adjustabl'y setting the thrust transmitting member relative to the, frame including a screw threaded into the arm near its outer. end and bearing against the thrust plate.

2 lf In car-interior partitions and the like which includea frame adapted to be placed across a car and having two spaced load contacting faces; the improvemen't in securing means for the frame which includes, a thrust transmitting member mounted on the frame and having a position entirely between the planes of the faces of the frame, saidthrust member being movable with relation to .the frame in a direction transverse of the plane of' the frame, and being provided with means for engaging thrust formations which are fixed with respect to the car body, and adjustable setting means engageable with the thrust transmitting member and the frame and acting to set -the thrust transmitting member in adjusted transverse position relative to the frame.

25. Improvements in car-interior partitions and the like as specified in claim 24, further characterized by the adjustable setting means including means for forcibly adjusting the relative transverse position of the frame and thrust transmitting member.

26. Improvements in car-interior partitions and the like as specified in claim 24, further characterized by the thrust transmitting member and the setting means both lying substantially entirely between the planes of the faces of the the frame, its outer end being provided'with the thrust formation engaging means and being extensible beyondan outer edge of the frame.

28. Improvements in car-interior partitioning and like systems as specified in claim 1, further characterized by the adjustable setting means including means for forcibly moving the frame relative to the thrust transmitting member in a direction transverse of the plane of the frame.

29. Improvements in car-interior partitioning and like systems, as specified in claim 11, further characterized by horizontal thrust taking means associated with the track and the supporting means, the upper supporting member being movable horizontally with relation to the frame, and means for adjustably setting the relative horizontal position of the supporting member and the frame.

30. Improvements in car-interior partitioning and like systems as specified in claim 11, further characterized by horizontal thrust taking means associated with the track and the supporting means, the upper supporting member and the lower thrust transmitting means being movable horizontally with relation to the frame, and means for adjustably setting the horizontal positions of the supporting member and thrust transmitting means relative to the frame.

- HERBERT J. WIEDEN;

1 CERTIFICATE OF CORRECTION. Patent No; 2,360,029. October 10, 191m.

HERBERT J. WIEDEN.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 8, sec- 0nd column, line 1 .O, for the claim reference numeral "18" read --2h.--; and that the-said Letters Patent should be read with this correction therein that the same may conform to-the record of the case in the Patent Office.

Sign ed and-sealed this 10th day of April, A. D. 1915.

Leslie Frazer (Seal) Acting Commissioner of Patents. 

